U.S. patent number 3,646,604 [Application Number 04/813,870] was granted by the patent office on 1972-02-29 for articulated railroad car connection.
This patent grant is currently assigned to Amsted Industries Incorporated. Invention is credited to Loyal J. Rodgers, Carl E. Tack.
United States Patent |
3,646,604 |
Tack , et al. |
February 29, 1972 |
ARTICULATED RAILROAD CAR CONNECTION
Abstract
An articulated car connection is provided with various
improvements to reduce slack and to prevent undesirable
interference between adjacent or abutting parts.
Inventors: |
Tack; Carl E. (Elmhurst,
IL), Rodgers; Loyal J. (Kenilworth, IL) |
Assignee: |
Amsted Industries Incorporated
(Chicago, IL)
|
Family
ID: |
25213623 |
Appl.
No.: |
04/813,870 |
Filed: |
April 7, 1969 |
Current U.S.
Class: |
105/4.3;
213/75R |
Current CPC
Class: |
F16C
23/04 (20130101); B61F 5/16 (20130101); B61G
5/02 (20130101); F16C 2326/10 (20130101) |
Current International
Class: |
B61F
5/02 (20060101); B61F 5/16 (20060101); B61G
5/00 (20060101); B61G 5/02 (20060101); F16C
23/00 (20060101); F16C 23/04 (20060101); B61f
003/12 (); B61f 005/18 (); F16c 017/04 () |
Field of
Search: |
;105/3,4,199,4R,4A,199C,200 ;213/75 ;308/137 |
References Cited
[Referenced By]
U.S. Patent Documents
|
|
|
3216370 |
November 1965 |
Kulieke |
3354836 |
November 1967 |
Willison et al. |
3396673 |
August 1968 |
Livelsbergert et al. |
3399631 |
September 1968 |
Weber |
3476040 |
November 1969 |
Karakashian et al. |
|
Primary Examiner: La Point; Arthur L.
Assistant Examiner: Beltran; Howard
Claims
What is claimed is:
1. In a device for connecting the adjacent ends of railway cars
including a female member secured to one of said ends and having an
open end cavity therein, a male member secured to the other of said
ends and received within said cavity, said members being located on
a common longitudinal axis, a pin extending vertically through and
pivotally connecting said members, and a follower block disposed
between the end of said male member and the interior end surface of
said cavity, the improvement comprising a shim disposed between
said follower block and the interior end surface of said cavity,
said shim being of such a thickness as to substantially compensate
for slack along said longitudinal axis in said device.
2. The improvement of claim 1 wherein the thickness of said shim is
selected to be substantially equal to the amount of available slack
between the male and female members when the shim is omitted from
the device.
3. The improvement of claim 1 wherein a ledge within said cavity
supports said shim and vertical ledges within said cavity position
said shim.
4. In a device for connecting the adjacent ends of railway cars
including a female member secured to one of said ends and having an
open end cavity therein defining interior surfaces, a male member
secured to the other of said ends and received within said cavity,
and a follower block disposed between the end of said male member
and the interior end surface of said cavity, said follower block
including top, bottom and side surfaces, the improvement comprising
at least one lug projecting from said interior surfaces positioning
each of the respective top, bottom and side surfaces of said
follower block, said surfaces being spaced from the interior
surfaces defined by said cavity.
5. In a device for connecting the adjacent ends of railway cars
including a female member secured to one of said ends and having an
open end cavity therein, a male member secured to the other of said
ends, the end thereof being received within said cavity, and means
for permitting vertical angulation between said female and male
members, the improvement comprising a sloped surface on the top of
said male member, said surface beginning at a location adjacent
said means and sloping downward toward the end of said male member
toward the interior of said cavity to permit clearance between said
male and female members during vertical angulation thereof.
6. The invention according to claim 5 wherein the bottom of said
male member is provided with a recess.
7. In a device for connecting the adjacent ends of railway cars
including a female member secured to one of said ends and having an
open end cavity therein, a male member secured to the other of said
ends and received within said cavity, said male member having a
spherical end surface abutting a concave spherical surface within
said cavity, and a ring supporting said male member having a convex
outer surface disposed within a cavity of said female member having
a complementary concave annular surface to permit universal tilting
of said ring therein, the improvement wherein the spherical end
surface of said male member and the convex outer surface of said
ring are concentric, and wherein the radius of the former is
greater than the radius of the latter.
8. The improvement of claim 7 wherein the bottom surface of said
male member has a recess near the end thereof to provide clearance
from said female member during downward tilting of said male
member.
9. The improvement of claim 7 wherein the upper surface of said
male member adjacent the end thereof is sloped downward toward said
end to provide clearance during upward tilting of said male member
relative to said female member.
10. In a device for connecting the adjacent ends of railway cars
including a female member secured to one of said ends and having an
open end cavity therein, a male member secured to the other of said
ends and received within said cavity, an annular boss on the bottom
of said female member resting upon the center plate of an
underlying truck bolster, and a pin pivotally interconnecting said
male and female members and extending downward through an opening
in said center plate, the improvement wherein the bottom of said
pin rests on said center plate and is provided with a recess
therein, and a second pin of smaller diameter than the first is
disposed in said recess and extends downward through the opening in
said center plate.
11. The improvement according to claim 10 wherein the
first-mentioned pin has a handle at the top thereof, said handle
being of a size sufficient to prevent downward displacement of said
pin through said members.
12. The improvement according to claim 10 wherein means are
provided for preventing upward displacement of said first-mentioned
pin.
Description
This invention relates generally to two-car railway truck
arrangements and more particularly to improvements in semipermanent
connections supported upon a common car truck and pivotally
connecting adjacent ends of railway cars.
The patents U.S. Pat. Nos. to Kulieke 3,216,370, Livelsberger
3,396,673 and Weber 3,399,631 illustrate the general type of
connection of the present invention, wherein the connection is
provided between adjacent ends of railway cars and is supported
upon the bolster of a single truck. In general, a male member is
secured to one car and a female member is secured to the other car
and receives the male member in a telescoping arrangement. The
respective members are held together around an axis of relative
pivotal movement by a vertical pin extending through the connection
and into the underlying bolster center plate of the truck. The
connections usually comprise internal spherical surfaces to provide
for flexibility and normally include separate wear-absorbing parts
that may be replaced after prolonged use of the connection. Such
articulated connections are designed to negotiate vertical curves,
as well as curves in a horizontal plane, as they may be encountered
during service conditions.
The use of internal parts in such connections in an abutting
relationship and under high loads requires the maintenance of close
tolerances to prevent possible binding and galling within the
connection. For example, excessive slack between the male and
female members may allow displacement and wedging of certain parts
against others. Since many of the parts used are cast steel
structures, the maintenance of tolerances to insure a proper
nonyielding fit is often a hardship.
Accordingly, an object of this invention is to provide an improved
articulated connection with such features as to minimize excessive
wear on internal parts, notwithstanding the close tolerances
required.
Another object is to provide a convenient procedure to minimize the
longitudinal slack in such connections.
Other objects will become apparent from the following description
and claims, taken in connection with the accompanying drawings,
wherein:
FIG. 1 is a simplified side view of a railway car made up of two
sections, incorporating an articulated connection between the
adjacent ends of said sections;
FIG. 2 is a vertical cross-sectional view of an articulated
connection in which is incorporated the features of the presently
described invention;
FIG. 3 is a plan view, partly in cross section, of the structure
shown in FIG. 2; and
FIG. 4 is a plan view of the novel pin bearing block used in
connection with the structure shown in FIGS. 2 and 3.
With more particular reference to the drawings, FIG. 1 illustrates
schematically the two sections of a railway car, 10 and 12, the
adjacent ends thereof being connected by an articulated connection
14, which is the subject of the present invention. The connection
14 is supported on a common four-wheel truck 16, which may be of
any known type, and four-wheel trucks 18 support the outer ends of
the sections 10 and 12.
The articulated connection allows for relative vertical rotational
and lateral angular movement between the car sections 10 and 12,
and attention is directed to FIGS. 2 and 3 showing the details of a
preferred embodiment of such a connection. The end of an insert or
male member 20 is secured to one of the car sections and an ambient
or female member 22 having a funnel-shaped, open end cavity 23, is
secured to the other car section along a common longitudinal axis
X--X (FIG. 2) with said male member, said members engaging with one
another in a telescoping relationship. The cavity 23 is
substantially wider than the male member 20 to allow articulation
of the connection. An annular boss 24 is formed on the underside of
the female member 22 and is received upon the cup-shaped depression
of the center plate 26 of the truck bolster 28, a portion of which
is shown in outline in FIG. 2.
A vertical bore 30 is provided through the female member 22 for
reception of a cylindrical pin 32, which defines the vertical axis
Y--Y (FIG. 2) of relative pivotal movement between the members. An
aperture 34 in the bottom of the pin 32 loosely receives a second
pin 36 of a smaller diameter, which is in turn received in an
opening 38 in the truck bolster center plate 26. It will be noted
that the bottom of the larger pin 32 rests on the top of the center
plate 26 of the bolster. A handle 40 at the top of the pin 32
comprises a horizontal member 42 in a horizontal opening 44 in the
reduced diameter upper portion 45 of the pin and a U-shaped member
46, the free ends thereof being welded to the ends of the
horizontal member. The horizontal member 42 is wider than the
diameter of the bore 30, in order to prevent accidental
dislodgement of the pin 32 in a downward direction when the
articulated connection is separated from the underlying truck
bolster 28 (FIG. 2). A retaining ring 48 in an annular recess 49 in
the bore 30 prevents creeping-up of the pin after assembly.
The male member 20 has an outer end spherical surface 50 and a
vertical opening 52 therethrough defining a spherical inner end
surface 54. The vertical opening 52 also accommodates the pin 32
and a pin-bearing block 56 having a semicircular surface 58
surrounding a portion of the pin 32 and an end spherical surface 60
abutting and complementary with the spherical inner surface 54 of
the male member 20.
It will be noted from FIGS. 3 and 4 that extensions 55 of the pin
bearing block 56 define the semicircular surface 58 that encircles
about one-half of the circumference of the pin, and rounded or
spherical protrusions 62 are provided on both outer side surfaces
of the pin-bearing block in the area of said extensions, said
surfaces contacting an inner-contoured side surface 64 (FIG. 3) of
the male member opening 52. The pin-bearing block 56 is in contact
with the male member 20 in the area of the protrusions 62 and the
end spherical surface 60, but is otherwise normally spaced
therefrom. The protrusions 62 provide far greater lateral support
within the connection during lateral shifting of the male and
female members with respect to one another than is found in other
similar connections. As shown in FIGS. 2 and 4, the pin-bearing
block 56 also comprises respective upper and lower annular planar
surfaces 66 and 68 bearing respectively against the upper inner
wall 70 and a lower annular hub 72 of the female member 22.
Provision is made in the connection to accommodate vertical angular
movements of the male member 20 and female member 22 with respect
to one another. For the purpose of lower angular clearance, an
annular recess 74 (FIG. 2) surrounds the aforementioned hub 72
coaxial with the vertical axis Y--Y, said recess defining a
spherical concave annular surface 76 disposed outward and upward
with respect to said axis. One or more drain holes 73 and 75 extend
from the bottom of the recess downward and outward through the
annular boss and exit above the top of the truck bolster center
plate 26. A ring 78 having an outer spherical convex annular
surface 79 complementary with the spherical concave annular surface
76 is carried in the recess 74 and is suitably designed for
universal tilting movement therein. A planar top surface 80 of the
ring 78 supports the male member 20 on a similar continuous surface
82 thereof. To provide upper angular clearance, the upper surface
84 of the male member 20 is sloped downward toward the spherical
end 50 thereof.
The end spherical surface 50 of the male member 20 abuts a
complementary spherical surface 86 of a follower block 88
positioned within the cavity 23 of the female member 22 and backed
by a planar shim 90 against a flat end surface 91 of said cavity.
In order to accurately position the follower block 88 within the
cavity 23 and prevent undesirable movement thereof, sets of lugs
are provided on the top, bottom and side interior walls of the
female member 22 at 92, 93 and 94, respectively, said lugs defining
a space for reception of the follower block. The casting of such
lugs within the female member is advantageous, in that they may be
chipped and ground to flatness and the distance between opposing
lugs may be precisely adjusted to accommodate the particular
follower block used with minimum tolerances.
Additional means are employed to prevent possible interference of
the follower block 88 with the ring 78 and its recess 74. As shown
in FIG. 2, in vertical section, the spherical end 50 of the male
member 20 and the spherical convex surface 79 of the ring 78 are
centric about a common point A defined by the intersection of axes
X--X and Y--Y. The spherical radius R.sub.1 of the spherical end 50
is greater than the spherical radius R.sub.2 of the spherical
convex surface 79 to provide additional clearance between the
bottom of the follower block 88 and the ring 78, and a recess 95 is
provided at the lower end of the male member 20 to provide
clearance when the end of the member is tilted downward with
respect to the female member.
As shown in FIG. 2, the aforementioned shim 90 is supported by a
horizontal ledge 96 (FIG. 2) extending into the female member
cavity 23 from the end thereof, said ledge preferably being of a
greater thickness than said shim and accommodated by a recess 97 in
the follower block 88 to prevent interference therewith. As shown
in FIG. 3, the shim 90 is supported laterally by similar vertical
ledges 98 extending from the end of the female cavity 23, with
suitable recesses 99 in the follower block 88 to accommodate said
ledges.
The importance of the shim 90 is to greatly minimize the
longitudinal slack in the connection, in that the thickness of the
shim may be conveniently sized to accommodate the slack found in a
particular assembly. For this purpose, the connection is assembled
with the shim omitted and the slack is measured as the possible
relative distance of longitudinal movement between the male and
female members when in a fully compressed and fully extended
position. One convenient manner of measuring the slack is to select
easily accessible vertical surfaces on the male and female members,
such as those indicated at 100 and 101 respectively. The respective
distances D.sub.1 and D.sub.2 are then measured when the members
are fully telescoped together and fully extended, the difference
being the desired thickness of the shim.
This procedure assures a final assembly that is substantially
longitudinally nonyielding and overcomes the problem of
manufacturing the abutting parts of the assembly to
difficult-to-attain tolerances.
* * * * *